Steering knuckle

ABSTRACT

The present invention is particularly useful for lowering the front end of an automobile. The devices, methods, and systems of the present invention can find use in any variety of automobiles, such as trucks, sport utility vehicles (SUVs), passenger cars, and the like. The invention can be employed regardless of the type of suspension system in the automobile, and allows the vehicle to be lowered while retaining a maximum amount of travel. This is accomplished with a drop spindle having certain features such as a tap opening and a countersunk opening on the underside of the lower ball joint boss.

CROSS-REFERENCES TO RELATED APPLICATIONS

This is a U.S. continuation patent application which claims priorityfrom U.S. patent application Ser. No. 11/009,597 filed on Dec. 10, 2004,now U.S. Pat. No. 6,962,357, which is a continuation of U.S. patentapplication Ser. No. 10/313,637 filed on Dec. 5, 2002, now U.S. Pat. No.6,860,498, the full disclosures of which are herein incorporated byreference.

STATEMENT AS TO RIGHTS TO INVENTIONS MADE UNDER FEDERALLY SPONSOREDRESEARCH OR DEVELOPMENT

NOT APPLICABLE

REFERENCE TO A “SEQUENCE LISTING,” A TABLE, OR A COMPUTER PROGRAMLISTING APPENDIX SUBMITTED ON A COMPACT DISK.

NOT APPLICABLE

BACKGROUND OF THE INVENTION

This invention generally relates to steering knuckles for automobilesuspension and steering systems, and in particular provides devices andmethods that lower the chassis of an automobile.

A suspension system is an assembly of components designed to support avehicle, and is typically configured so the weight of the vehicle isborne on the wheels and axles. The suspension system is designed toabsorb or dissipate the effects of uneven road surfaces, and to keep thewheels properly aligned during straight-ahead driving as well as throughturns.

In a rear wheel drive vehicle (RWD), the rear suspension systemtransfers power to propel the vehicle. The rear axle, or drive axle, isalso called a live axle because it transmits power from the engine tothe wheels. The front suspension system is intended to provide fordirectional control of the vehicle. The front axle, or steering axle, isreferred to as a dead axle because it does not transmit power; thewheels passively rotate about the ends of the axle. In a front wheeldrive vehicle (FWD) the front axle is a live axle, and the rear axle isa dead axle. In a four wheel drive vehicle (4WD) both the front and rearaxles are live axles.

Many types of suspension systems include a steering knuckle. Thesteering knuckle helps to steer, brake, and support the automobile. Whenthe driver turns the steering wheel, the tie rod transmits turning forceto the knuckle, which turns the wheel in the desired direction. Theknuckle also supports the brakes that transmit braking forces to thewheel. The weight of the vehicle is transmitted from the chassis,through the control arms, through the knuckle, and to the wheels.

In a conventional dead axle set-up, the steering knuckle includes ashaft-like projection, known as a spindle pin or spud, about which thewheel rotates. In contrast, a live axle steering knuckle does not have aspindle pin, but instead has a central aperture that accommodates thedrive axle. The drive axle passes through the central aperture of theknuckle, and transmits power to the wheels. Thus, the wheel is activelyrotated by the drive axle instead of passively rotating about thespindle pin.

There are known steering knuckle designs for lowering the chassis of anautomobile. These designs are also called drop spindles, droppedspindles, or lowered spindles. In brief, the knuckle is modified suchthat the vehicle chassis frame is repositioned closer to the ground. Itis relatively straightforward to modify a conventional dead axlesteering knuckle to create a drop spindle. In contrast, there aresignificant difficulties in creating a live axle steering knuckle thatoperates as a drop spindle.

To accommodate for the knuckle aperture, others have proposed dropspindles that require inversion of the ball joints and A-frames. Suchapproaches can introduce strained geometries into the suspension, andresult in suspensions having reduced travel. Further, they arecumbersome and inefficient, and can only be used on certain types ofsuspensions, such as coiled spring suspensions. More effective devicesand methods are needed for lowering the chassis frame of an automobile,regardless of the type of suspension system used, while retaining amaximum amount of travel. The present invention satisfies such needs.

BRIEF SUMMARY OF THE INVENTION

In a first aspect, the present invention provides a steering knuckle forlowering the chassis frame of an automobile, where the steering knuckleincludes an upper ball joint boss, a lower ball joint boss, a centralaperture that receives a live wheel hub assembly, and a tap opening. Thesteering knuckle can have a central longitudinal axis defined by the tapopening, where the axis intersects the upper ball joint boss. Anunderside of the steering knuckle lower ball joint boss can include acountersunk opening. A distance between a central longitudinal axisdefined by the central aperture and a center top of upper ball jointboss bore can be about 1.6 inches to about 4.6 inches. A distancebetween a central longitudinal axis defined by the central aperture anda center top of lower ball joint boss bore can be about 3.05 inches toabout 6.05 inches. Also, a distance between a central longitudinal axisdefined by the central aperture and a center top of lower ball jointboss bore is about 2.1 inches to about 5.1 inches.

In a second aspect, the present invention provides a method of loweringthe chassis frame of an automobile, where the method comprising couplingan upper A-frame and a lower A-frame of the automobile with a steeringknuckle that includes an upper ball joint boss, a lower ball joint boss,a central aperture that receives a live wheel hub assembly, and a tapopening. The steering knuckle can include a central longitudinal axisdefined by the tap opening, where the axis intersects the upper balljoint boss. An underside of the steering knuckle lower ball joint bosscan include a countersunk opening. A distance between a centrallongitudinal axis defined by the central aperture and a center top ofupper ball joint boss bore can be about 1.6 inches to about 4.6 inches.A distance between a central longitudinal axis defined by the centralaperture and a center top of lower ball joint boss bore can be about3.05 inches to about 6.05 inches. Also, a distance between a centrallongitudinal axis defined by the central aperture and a center top oflower ball joint boss bore is about 2.1 inches to about 5.1 inches.

In a third aspect, the present invention provides a system of loweringthe chassis frame of an automobile, where the system includes a steeringknuckle that has an upper ball joint boss coupled with an upper controlarm of the automobile, a lower ball joint boss coupled with a lowercontrol arm of the automobile via a lower ball joint housing, a centralaperture that receives a live wheel hub assembly, and a tap opening. Thesystem also includes a spacer at least partially disposed inside thelower A-frame. The steering knuckle can include a central longitudinalaxis defined by the tap opening, where the axis intersects the upperball joint boss. An underside of the steering knuckle lower ball jointboss can include a countersunk opening. A distance between a centrallongitudinal axis defined by the central aperture and a center top ofupper ball joint boss bore can be about 1.6 inches to about 4.6 inches.A distance between a central longitudinal axis defined by the centralaperture and a center top of lower ball joint boss bore can be about3.05 inches to about 6.05 inches. Also, a distance between a centrallongitudinal axis defined by the central aperture and a center top oflower ball joint boss bore is about 2.1 inches to about 5.1 inches.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a perspective view of a torsion bar suspension system of avehicle.

FIG. 1B is a perspective view of a coiled spring suspension system of avehicle.

FIG. 2 is a side view of a dead axle steering knuckle and a dead axledrop spindle.

FIG. 3A is a perspective view of a torsion bar suspension system with alive axle.

FIG. 3B is a perspective view of a torsion bar suspension system a liveaxle steering knuckle, but without a live axle.

FIG. 4A is a perspective view of a torsion bar suspension system with adrop spindle as in the prior art.

FIG. 4B is a front view of a torsion bar suspension system with a dropspindle as in the prior art.

FIG. 5 is a perspective view of a torsion bar suspension system with adrop spindle according to the present invention.

FIG. 6 is a perspective view of a coiled spring suspension system with alive axle steering knuckle, but without a live axle.

FIG. 7A is perspective view of a coiled spring suspension system with adrop spindle according to the present invention.

FIG. 7B is a partial side view of a coiled spring suspension system.

FIG. 7C is a partial side view of a coiled spring suspension system ofthe present invention.

FIG. 8 is a front view of a drop spindle according to the presentinvention.

FIG. 9A is a side view of a drop spindle according to the presentinvention.

FIG. 9B is a side view of a drop spindle according to the presentinvention.

DETAILED DESCRIPTION OF THE INVENTION

The present invention is particularly useful for lowering the front endof an automobile. The devices and methods of the present invention willfind use in any variety of automobiles, such as trucks, sport utilityvehicles (SUVs), passenger cars, and the like.

Turning now to the drawings, FIG. 1A illustrates a front suspension 10of an automobile. This particular style is known as a torsion bar typeof suspension. Torsion bar suspensions are commonly found on sportutility vehicles such as the Chevrolet Tahoe, Chevrolet Suburban, GMCYukon, and GMC Suburban GXL. A front wheel 20 is rotatably mounted on asteering knuckle 30 via a spindle pin 40. Steering knuckle 30 issometimes referred to as a pivot joint or a steering swivel. Knuckle 30allows the wheel to pivot, and helps to absorb the forces and momentsthat act upon the wheel. Knuckle 30 is pivotally coupled with a tie rod50, an upper A-frame 60, and a lower A-frame 70. Tie rod 50 transmitsturning forces to steering knuckle 30. A frames 60 and 70 are alsoreferred to as A arms or control arms. An upper A-frame peak 62 iscoupled with an upper ball joint boss 80 of knuckle 30 via an upper balljoint 90. Likewise, lower A-frame peak 72 is coupled with a lower balljoint boss 100 of knuckle 30 via a lower ball joint 110. Ball joints 90,110 have a ball and socket type of construction, and allow steeringknuckle 30 to tilt and rotate in several directions simultaneously. Afront end of a torsion bar 120 is coupled with lower A-frame leg 74, anda rear end of torsion bar 120 is coupled with chassis frame 130. Torsionbar 120 helps to absorb road shock by twisting lengthwise when lower Aframe 70 moves up and down. Typically, torsion bar 120 is made of heator pressure treated steel, and returns to its original shape after beingtwisted. Torsion bar suspensions also include a shock absorber 140 thatis coupled with A-frames 60 and 70.

FIG. 1B shows a front suspension 10 of an automobile having a coiledspring type of suspension. Coiled spring suspensions can be found onmany trucks, such as the GMC C15. In many respects, this suspension issimilar to the torsion bar suspension of FIG. 1A. The coiled springsuspension, however, includes a coil spring 150 instead of a torsionbar. Upper A-frame leg 64 is coupled with frame 130. Upper A-frame peak62 is coupled with an upper ball joint boss 80 of knuckle 30 via anupper ball joint 90. Similarly, lower A-frame leg 74 is coupled withframe 130. Lower A-frame peak 72 is coupled with a lower ball joint boss100 of knuckle 30 via a lower ball joint 110. This configuration allowswheel 20 to freely move up and down relative to frame 130. A-frames 60and 70 also help to maintain the position of wheel 20.

FIGS. 1A and 1B are examples of a short-long arm (SLA) suspension. Thisconfiguration is also known as a ball joint suspension, short-armlong-arm suspension, or parallel suspension. In an SLA suspension, uppercontrols arms 60 and lower control arms 70 are of different length.Typically, upper arms 60 are shorter than lower arms 70.

FIG. 2 shows a dead axle steering knuckle 30A and a dead axle dropspindle 30B. In drop spindle 30B (prior art), extension section 160 hasbeen added to increase the distance between spindle pin 40 and lowerball joint boss 100. As a result, frame chassis 130 of the automobilecan be lowered relative to wheel 20.

FIG. 3A illustrates a front suspension 10 from a front wheel drive (FWD)or four wheel drive (4WD) vehicle. Front suspension 10 includes a driveaxle 170 that transfers driving power to wheel 20. Whereas a dead axlesteering knuckle allows wheel 20 to passively rotate about spindle pin40, many FWD and 4WD vehicles require a steering knuckle 30 that canaccommodate drive axle 170. This is typically accomplished by includinga knuckle aperture 180 in knuckle 30, through which drive axle 170passes. Hub 200 is coupled with knuckle 30 by hub bolts 210 that passthrough hub bolt openings 300.

FIG. 3B shows a perspective view of a stock front suspension 10 from arear wheel drive (RWD) vehicle having torsion bar type front suspension.Steering knuckle 30 includes a steering arm 190, upper ball joint boss80, lower ball joint boss 100, and knuckle aperture 180. Steering arm190 connects knuckle 30 with tie rod 50. Upper ball joint boss 80 andlower ball joint boss 100 connect knuckle 30 with upper ball joint 90and lower ball joint 110, respectively. Traditionally, rear wheel drivevehicles were manufactured with the dead axle type of steering knuckle.To reduce costs, however, some two rear drive vehicles are nowmanufactured with a front steering knuckle that has a central aperture,like the steering knuckles used in front wheel drive and four wheeldrive vehicles. In these newer rear wheel drive vehicles, the frontwheel is coupled with a hub assembly 200, instead of rotating about atraditional spindle pin steering knuckle. Although these vehicles do notinclude a front drive axle, they still have a steering knuckle with acentral aperture to accommodate the live wheel hub assembly.Accordingly, as shown in FIG. 3B, live axle 170 is no longer included.Hub assembly 200 is coupled with wheel 20 and knuckle 30 via hubassembly bolts 210.

Previous drop spindles for live axle steering knuckles requiresignificant modifications to the steering knuckle itself, as well as toother components of the front suspension. As shown in FIGS. 4A and 4B(prior art), upper ball joint 90 is changed to an inverted position, sothat the originally downward oriented upper ball joint stud 220 becomesupward oriented. Consequently, the ball 230 of upper ball joint 90 isnow disposed below ball joint boss 80, instead of above it. Further, theangle of upper ball joint boss 80 of knuckle 30 is inverted to allow usewith inverted upper control arm 60. Likewise, lower ball joint 110 ischanged to an inverted position, so that the originally downwardoriented lower ball joint stud 240 becomes upward oriented. Further,this assembly requires a modified lower ball joint housing 260 speciallydesigned to bear a load while in a inverted position. Because ball jointballs 230, 250 are disposed below ball joint bosses 80, 100, instead ofabove them, pulling tension is created between upper ball joint 90 andupper A-frame 60, and between lower ball joint 110 and lower ball jointhousing 260. This approach also requires that A-frames 60, 70 beinverted from their originally intended orientation. This designrequires strained suspension geometries. In an optimal set up, balljoints 90 and 110 in alignment with one another. In this proposedknuckle, however, ball joints 90 and 110 are not in alignment, and thusare forced to twist and pivot against one another. What is more, insteadof a hub assembly bolt 210 and nut 212 at the top, this drop spindleincludes a top countersunk hub assembly bolt 210′ with a hex depression.The smaller hex size is more prone to stripping when subjected to thetorque forces required to tighten bolt 210′. Installation of dropspindles such as the type shown in FIGS. 4A and 4B also result in areduced amount of travel in the vehicle. In other words, the exaggeratedlowering of the control arms makes it difficult to retain the originalamount of suspension travel.

As described below in the following figures, the present inventionprovides a tap opening 4270 that allows upper ball joint boss 490 to bepositioned closely to central aperture 4180. The present invention alsoprovides a countersunk opening 4104 that allows lower ball joint boss4100 to be positioned closely to wheel rim 422.

FIG. 5 illustrates a perspective view of a torsion bar front suspension410 from a rear wheel drive vehicle. This figure shows the presentinvention steering knuckle 430, or drop spindle, that lowers the frontend of the automobile. In comparison with the stock knuckle shown inFIG. 3B, drop spindle 430 includes a tap opening 4270 (not shown here)instead of a top hub assembly bolt aperture 300 (not shown here).Because upper ball joint boss 480 can be located closer to centralknuckle aperture 4180, upper A-frame peak 462 can be located closer toaperture 4180, and thus more closely to the ground. What is more, dropspindle 430 can also include an extension section 4160 that positionslower ball joint boss 4100 further from knuckle aperture 4180. Thus,lower A-frame peak 472 can be located further from aperture 4180, andcloser to the ground. Lower ball joint boss 4100 also includes acountersunk opening 4104 (not shown here) that contains a bolt head 4242of lower ball joint stud 4240 (not shown here). Knuckle 430 can also beused with a shortened lower ball joint stud 4240. A shortened stud 4240can be provided by cutting the stock stud, or by providing a new studthat is shorter than the original stock stud. Shortened lower ball jointstud 4240 allows lower ball joint boss 4100 to be positioned closer tothe inside of a wheel rim 422. Similarly, countersunk opening 4104 alsoallows lower ball joint boss 4100 to be positioned closer to the insideof wheel rim 422. A shortened stud 4240 and a countersunk opening 4104can also be combined to allow lower ball joint boss 4100 to bepositioned more closely to the inside of wheel rim 422. Typically, dropspindle 430 of the present invention allows the chassis frame to belowered from about 0.5 inches to about 3.5 inches, when compared to thestock knuckle, and can also lower the chassis frame from about 1.5inches to about 2.5 inches. Drop spindle 430 can also lower the chassisframe about 2.0 inches. In the present invention, there is noexaggerated lowering of the control arms due to attachment beneath theball joint bosses. Consequently, a greater amount of suspension travelcan be retained. In a stock set-up, torsion bar suspensions aretypically used with 16 inch wheels. The drop spindle of the presentinvention can be used with wheels of a variety of sizes, includingwheels of 17 inches and higher.

FIG. 6 shows stock knuckle 30 for coiled spring front suspension 10.This is essentially the same as the stock set-up for the torsion barsuspension system shown in FIG. 3B, except lower A-frame peak 72 doesnot rest directly upon lower ball joint 110, but instead is coupled withlower ball joint 110 by a lower ball joint housing 260 and lower balljoint housing bolts 262. This constellation of elements is further shownin FIG. 7B.

FIG. 7A shows present invention drop spindle 430 for a coiled springfront suspension 10. As with torsion bar drop spindle shown in FIG. 5,drop spindle 430 of FIG. 7A includes a tap opening 4270 (not shown here)instead of a top hub assembly bolt aperture 300 (not shown here).Because upper ball joint boss 480 can be located closer to centralknuckle aperture 4180, upper A-frame peak 462 can be located closer toaperture 4180, and thus more closely to the ground. What is more, dropspindle 430 can also include an extension section 4160 that positionslower ball joint boss 4100 further from knuckle aperture 4180. Thus,lower A-frame peak 472 can be located further from aperture 4180, andcloser to the ground. Lower ball joint boss 4100 also includes acountersunk opening 4104 (not shown here) that contains a bolt head 4242of lower ball joint stud 4240 (not shown here). Lower ball joint stud4240 is shortened, which, in combination with countersunk opening 4104,allows lower ball joint boss 4100 to be positioned more closely to theinside of a wheel rim 422. Typically, drop spindle 430 of the presentinvention allows the chassis frame to be lowered from about 0.5 inchesto about 3.5 inches, when compared to the stock knuckle, and can alsolower the chassis frame from about 1.5 inches to about 2.5 inches. Dropspindle 430 can also lower the chassis frame about 2.0 inches. In astock set-up, coiled spring suspensions are typically used with 16 inchwheels. The drop spindle of the present invention can be used withwheels of a variety of sizes, including wheels of 16 inches and higher.

Drop spindle 430 for coiled spring suspension 410 can differ from thetorsion bar drop spindle shown in FIG. 5, however, in that lower balljoint boss 4100 in a coiled spring set-up can be raised slightly higherthan lower ball joint boss in a torsion bar set-up. For example, lowerball joint boss can be raised about 0.9 inches higher, in comparison.Consequently, drop spindle 430 can be used with trucks having stock 16inch wheels. In a coiled spring suspension, the connection of lowerA-frame peak 472 to lower ball joint tab 4100 also differs from thetorsion bar suspension shown in FIG. 6. This coiled spring suspensionconnection is shown in greater detail in FIG. 7C.

FIG. 7B illustrates a side view of the connection between stock knucklelower ball joint boss 100 and lower A-frame peak 72. A housing arm 261of lower ball joint housing 260 is disposed in the interior of lower Aframe peak 72, and is coupled thereto by a plurality of lower ball jointhousing bolts 262.

FIG. 7C shows a side view of the connection between present inventiondrop spindle lower ball joint boss 4100 and lower A-frame peak 472.Housing arm 4261 of lower ball joint housing 4260 is disposed on top oflower A-frame peak, and spacer 4264 is disposed in the interior of lowerA frame peak 472. Housing arm 4261, peak 472, and spacer 4264 arecoupled together with lower ball joint housing bolts 4262, which passthrough spacer apertures 4266 of spacer 4264. Spacer 4264 can provideadditional structural integrity to lower control arm peak 472. Spacer4264 typically will have dimensions similar to those of housing arm4261. For example, spacer 4264 can have a height of about 0.75 inches,which is similar to the height of housing arm 4261.

FIG. 8 shows a cross sectional front view of knuckle 430 of presentinvention and hub assembly 4200. A tap opening 4270 extends through araised hub mounting flange 438 and into a body 432 of knuckle 430. Belowthe center of aperture 4180, knuckle 430 is coupled with wheel hubassembly 4200 by hub assembly bolts 4210 that pass through bolt openings4300. Above aperture 4180, knuckle 430 is coupled with wheel hubassembly 4200 by hub assembly stud 4290 and tap opening 4270. Thiscoupling can be effected in a variety of ways, including various bolt orstud combinations, so long as it does not prevent or obstruct thedesired positioning of upper ball joint boss 480. The position of tapopening 4270 allows upper ball joint boss 480 to be locatedapproximately horizontal to upper aperture 4202 of wheel hub assembly4200. An underside 4102 of lower ball joint boss 4100 includes acountersunk opening 4104 that is configured to receive a bolt head 4242of lower ball joint stud 4240, as shown in FIG. 7C. Upper ball jointboss 480 includes an upper ball joint boss bore 488 to accommodate upperball joint stud 4220. Likewise, lower ball joint boss 4100 includes alower ball joint boss bore 4108 to accommodate lower ball joint stud4240.

The distance between an underside 482 of upper ball joint boss 480 and atopside 4106 of lower ball joint boss 4100 typically ranges from about 5inches to about 11 inches, and can also range from about 7 inches toabout 9 inches. The distance between an underside 482 of upper balljoint boss 480 and a topside 4106 of lower ball joint boss 4100 can alsobe about 8.001 inches. The thickness of knuckle body 432 corresponds tothe distance between a knuckle exterior 434 and a knuckle interior 436.The thickness of knuckle body 432 typically ranges from about 0.440inches to about 2.440 inches, and can also range from about 0.940 inchesto about 1.940 inches. The thickness of knuckle body 432 can also beabout 1.440 inches. The height of upper ball joint boss 480 correspondsto the distance between the topside 486 and underside 482 of upper balljoint boss 480. Likewise, the height of lower ball joint boss 4100corresponds to the distance between the topside 4106 and underside 4102of lower ball joint boss 4100. The height of upper ball joint boss 480and lower ball joint boss 4100 typically ranges from about 0.350 inchesto about 2.350 inches, and can also range from about 0.850 inches toabout 1.850 inches. The height of upper ball joint boss 480 and lowerball joint boss 4100 can also be about 1.350 inches. It is notnecessary, however, that the height of upper ball joint boss 480 beequal to the height of lower ball joint boss 4100.

The depth of tap opening 4270 extending to the end of threaded section4272 typically ranges from about 0.25 inches to about 1.25 inches, andcan also range from about 0.50 inches to about 1.00 inch. The depth oftap opening 4270 extending to the end of threaded section 4272 can alsobe about 0.75 inches. The depth of tap opening 4270 extending to the endof bored section 4274 typically ranges from about 0.325 inches to about1.925 inches, and can also range from about 0.625 inches to about 1.625inch. The depth of tap opening 4270 extending to the end of boredsection 4274 can also be about 1.125 inches. Often, if a certain lengthof threaded section is needed or desired, the total bore depth will beapproximately 0.375 inches deeper.

The depth of countersunk opening 4104 typically ranges from about 0.050inches to about 0.450 inches, and can also range from about 0.150 inchesto about 0.350 inches. The depth of countersunk opening 4104 can also beabout 0.196 inches or about 0.250 inches. The taper of lower ball jointboss bore 4108 typically ranges from about 1 inch to about 3 inches perfoot, and can also range from about 1.5 inches to about 2.5 inches perfoot. The taper of lower ball joint boss bore 4108 can also be about 2.0inches per foot. In many trucks, this bore taper is either 1.5 inches or2 inches per foot. The diameter of lower ball joint boss bore 4108 attopside of boss 4106 typically ranges from about 0.375 inches to about1.375 inches, and can also be about 0.75 inches to about 1.0 inches. Thediameter of lower ball joint boss bore 4108 at topside of boss 4106 canalso be about 0.875 inches. The diameter of upper ball joint boss bore488 at topside of boss 486 typically ranges from about 0.25 inches toabout 1.05 inches, and can also be about 0.50 inches to about 0.80inches. The diameter of upper ball joint boss bore 488 at topside ofboss 486 can also be about 0.65 inches. The taper of upper ball jointboss bore 488 can have dimensions similar to those mentioned for lowerball joint boss bore 4108.

The distance A between a central longitudinal axis 4182 defined bycentral aperture 4180 and a center top 489 of upper ball joint boss bore488 typically ranges from about 1.6 inches to about 4.6 inches, and canalso range from about 2.6 inches to about 3.6 inches. The distance Abetween a central longitudinal axis 4182 defined by central aperture4180 and a center top 489 of upper ball joint boss bore 488 can also beabout 3.1 inches. In a torsion bar suspension system, the distance Bbetween a central longitudinal axis 4182 defined by central aperture4180 and a center top 4109 of lower ball joint boss bore 4108 typicallyranges from about 3.05 inches to about 6.05 inches, and can also rangefrom about 4.05 inches to about 5.05 inches. The distance B between acentral longitudinal axis 4182 defined by central aperture 4180 and acenter top 4109 of lower ball joint boss bore 4108 can also be about4.55 inches. In a coiled spring suspension system, the distance Bbetween a central longitudinal axis 4182 defined by central aperture4180 and a center top 4109 of lower ball joint boss bore 4108 typicallyranges from about 2.1 inches to about 5.1 inches, and can also rangefrom about 3.1 inches to about 4.1 inches. The distance B between acentral longitudinal axis 4182 defined by central aperture 4180 and acenter top 4109 of lower ball joint boss bore 4108 can also be about 3.6inches.

FIG. 9A illustrates an interior side view of passenger side steeringknuckle 430 of the present invention. Steering knuckle 430 includesupper ball joint boss 480, lower ball joint boss 4100, knuckle aperture4180, hub assembly bolt apertures 4300, steering arm 4190, tap opening4270, and bungs 4302. A thickness of upper ball joint boss 480corresponds to the distance between a front 481 and a back 483 of upperball joint boss 480. The thickness of upper ball joint boss 480typically ranges from about 1.5 inches to about 3.5 inches, and can alsorange from about 2.0 inches to about 3.0 inches. The thickness of upperball joint boss 480 can also be about 2.5 inches. A thickness of lowerball joint boss 4100 corresponds to the distance between a front 4101and a back 4103 of lower ball joint boss 4100. The thickness of lowerball joint boss 4100 typically ranges from about 2.0 inches to about 4.0inches, and can also range from about 2.5 inches to about 3.5 inches.The thickness of lower ball joint boss 4100 can also be about 3.0inches. Hub assembly bolt apertures extend through knuckle 430. Thediameter of hub assembly bolt apertures 4300 typically ranges from about0.270 inches to about 0.870 inches, and can also range from about 0.470inches to about 0.670 inches. The diameter of hub assembly boltapertures 4300 can also be about 0.570 inches. The diameter of bungs4302 typically ranges from about 0.446 inches to about 1.446 inches, andcan also range from about 0.696 inches to about 1.196 inches. Thediameter of bungs 4302 can also be about 0.946 inches. Bungs 4302 areoften slightly raised, and can be finished or machined to a smoothsurface. This allows hub assembly nuts 4212 to set flush against knuckle430, thus facilitating an adequate tightening of nuts 4212 about bolts4210.

The diameter of tap opening 4270 typically ranges from about 0.122inches to about 0.722 inches, and can also range from about 0.322 inchesto about 0.522 inches. The diameter of tap opening 4270 can also beabout 0.422 inches. The distance between a topside 4196 of steering arm4190 and a horizontal plane that includes the center of aperture 4180typically ranges from about 0.886 inches to about 2.886 inches, and canalso range from about 1.386 inches to about 2.386 inches. The distancebetween a topside 4196 of steering arm 4190 and a horizontal plane thatincludes the center of aperture 4180 can also be about 1.886 inches. Thedistance between a vertical axis that includes the center of steeringarm bore 4198 and a vertical axis that includes the center of aperture4180 typically ranges from about 4.8 inches to about 6.8 inches, and canalso range from about 5.3 inches to about 6.3 inches. The distancebetween a vertical axis that includes the center of steering arm bore4198 and a vertical axis that includes the center of aperture 4180 canalso be about 5.8 inches.

FIG. 9B shows an exterior side view of passenger side steering knuckle430 of the present invention. Steering knuckle 430 includes knuckleaperture 4180, hub assembly bolt apertures 4300, steering arm 4190, andtap opening 4270, upper brake caliper tab 4310, and lower brake calipertab 4320. The radius of knuckle aperture 4180 typically ranges fromabout 1.453 inches to about 2.453 inches, and can also range from about1.703 inches to about 2.203 inches. The radius of knuckle aperture 4180can also be about 1.953 inches. The distance between a horizontal axisthat includes the center of tap opening 4270 and a horizontal axis thatincludes the center of aperture 4180 typically ranges from about 1.46inches to about 3.46 inches, and can also range from about 1.96 inchesto about 2.96 inches. The distance between a horizontal axis thatincludes the center of tap opening 4270 and a horizontal axis thatincludes the center of aperture 4180 can also be about 2.46 inches.

A thickness of steering arm 4190 corresponds to the distance between afront 191 and a back 193 of steering arm 4190. The thickness of steeringarm 4190 typically ranges from about 0.7 inches to about 2.7 inches, andcan also range from about 1.2 inches to about 2.2 inches. The thicknessof steering arm 4190 can also be about 1.7 inches. A height of steeringarm 4190 corresponds to the distance between a topside 4196 and anunderside 4192 of steering arm 4190. The height of steering arm 4190typically ranges from about 0.595 inches to about 2.595 inches, and canalso range from about 1.095 inches to about 2.095 inches. The height ofsteering arm 4190 can also be about 1.595 inches. A distance between anupper caliper tab aperture 4312 of upper brake caliper tab 4310 and alower caliper tab aperture 4322 of lower brake caliper tab 4320typically ranges from about 5.508 inches to about 9.508 inches, and canalso range from about 6.508 inches to about 8.508 inches. The distancebetween an upper caliper tab aperture 4312 of upper brake caliper tab4310 and a lower caliper tab aperture 4322 of lower brake caliper tab4320 can also be about 7.508 inches. A distance between the center ofaperture 4180 and the center of upper caliper tab aperture 4312typically ranges from about 3.26 inches to about 7.26 inches, and canalso range from about 4.26 inches to about 6.26 inches. The distancebetween the center of aperture 4180 and the center of upper caliper tabaperture 4312 can also be about 5.26 inches. These values also apply toa distance between the center of aperture 4180 and the center of lowercaliper tab aperture 4322.

While the above provides a full and complete disclosure of the preferredembodiments of the present invention, various modifications, alternateconstructions and equivalents may be employed as desired. Therefore, theabove description and illustrations should not be construed as limitingthe invention, which is defined by the appended claims.

1. A method of lowering the chassis frame of a vehicle, the methodcomprising: coupling an upper A-frame of the vehicle with an upper balljoint boss, the upper ball joint boss extending from a steering knucklebody; coupling a lower A-frame of the vehicle with a lower ball jointboss, the lower ball joint boss extending from the steering knucklebody; receiving a wheel hub assembly of the vehicle into an aperture ofthe steering knuckle body between the upper ball joint boss and thelower ball joint boss; and attaching the steering knuckle body with anupper aperture of the wheel hub assembly via a bolt or stud means, suchthat when the steering knuckle body is attached with the wheel hubassembly, a central longitudinal axis defined by the bolt or stud meansintersects with the upper ball joint boss and is collinear with acentral longitudinal axis defined by the upper aperture of the wheel hubassembly.